EFI Technology srl MT-501 Full Sequential Engine Management System
General
32 bit operating system.
Aluminium enclosure, fully sealed with O-rings and fitted with 88
pin main connector.
Surface mounted devices.
All ECU's are subject to a long-time thermal burn-in prior to
assembly.
All components are at least MIL standard.
Full filtering of all inputs and outputs for maximum EMI
protection.
Full externally programmable firmware and tables.
The ECU can be programmed with 2 different maps.
Dimensions are 160 x 210 x 35 mm, weight 810 grams.
Configuration
ECU can control 4, 6 and 8 cylinder engines.
Engine load can be configured either as Speed-Density (manifold
pressure versus RPM) or Alpha-N (throttle position
versus RPM).
Engine signal frame composed by 4 or 6 teeth on the crankshaft
and one pulse each cycle from the camshaft.
Engine can be configured either as aspirated or turbo charged.
Selection of attached type of lambda sensor, standard or linear.
Communication
All new EFI Technology srl engine management systems, the datalogger and
dashboard benefits from the use of CAN
communication between components. Computer Area Network (CAN) is a new
high speed communication protocol standard
specifically developed to meet the harsh conditions found in a modern
race car. It provides automatic error corrected
communication even in very noisy environments. The communication between
different EFI Technology srl devices is provided via
a 2-wire bi-directional serial bus. To ensure a quick and easy
expansion, the CAN line is always left open ended.
ECU Inputs for engine management
4 speed inputs, electromagnetic or Hall effect measuring engine
speed, engine phase and car speed.
7 analogue 0-5 volt inputs.
5 NTC temperature sensor inputs.
4 lambda inputs, standard or linear.
2 knock sensor inputs.
All sensor inputs are user configurable.
Breakpoints
All breakpoints in vector diagrams and tables are user
configurable.
Linear interpolation between breakpoints.
Fuel injection
24 x 16 breakpoint basic fuel table.
8 full sequential operating injector drivers.
2 injector banks of 4 injectors each possible in 4 cylinder mode.
Multiple high impedance injector drive capacity.
Individual cylinder fuel trimming as function of engine speed
(-100%..+100%).
Fuel injection correction (-100%..+100%) as function of:
1.Manifold air pressure
2.Auxiliary air pressure
3.Fuel pressure
4.Air temperature
5.Water temperature
6.Fuel temperature
7.Fuel injector offset
Programmable fuel injection phase 0..720 deg.
Programmable injection phase change rate.
Programmable fuel cut-off during deceleration with settings for
enrichment in cut-off exit.
Programmable fuel injector minimum time-off in cycle.
Programmable engine speed limiter cutting fuel pulses (ON..OFF
status).
Fuel injection correction during cranking.
Fuel pump relay driver.
Programmable fuel consumption meter.
Acceleration enrichment controlled by derivative of the positive
throttle valve movement based on:
1.Throttle valve position depending on time
2.Scaling factor
3.Transition enrichment as function of engine speed
4.Transition enrichment as function of water temperature
5.Decay
Acceleration decrease controlled by derivative of the negative
throttle valve movement based on:
1.Throttle valve position depending on time
2.Scaling factor
3.Transition decrease as function of engine speed
4.Transition enrichment as function of water temperature
5.Decay
Lambda control - closed loop, self mapping
Closed loop self mapping with user configurable set point table
(Linear lambda sensor selected).
Define the target lambda value in a table (RPM,THR), then select
automatic mapping mode. The closed loop fuel
control corrects automatically the fuel injection time until the
target lambda value is reached.
Lambda control - environmental control
Closed loop lambda correction (Standard type sensor selected).
User defined breakpoint table defined closed or open loop engine
state.
Self learning capability.
Ignition
24 x 16 breakpoint basic spark advance table 0..64 deg. and 0.25
deg. resolution.
8 ignition drivers allowing the construction of a static spark
advance using wasted-spark principle for 4, 6 and 8
cylinder engines.
IMPORTANT: The use of inductive ignition power amplifiers are
preferred due to their high energy, long duration
spark and is widely used in Formula 1 engine management systems.
One coil each plug is possible.
Individual cylinder spark advance correction as function of
engine speed (-32..+32 deg., 0,25 deg. steps).
Spark advance correction (-32..+32 deg., 0,25 deg. steps) as
function of:
1.Manifold air pressure
2.Auxiliary air pressure
3.Air temperature
4.Water temperature
Fixed ignition coil dwell time during cranking phase.
Ignition coil dwell time as function of battery voltage.
Fixed spark advance as function of water temperature when the
engine is in idle speed status.
Spark advance delay correction for higher engine speeds.
Programmable RPM limiter based on eliminating ignition pulses in
a sequence configured by the user.
Ignition pulse cutting during gear shifts (Power shift).
Knock control - self mapping
Full programmable knock sensor strategy.
Adoptive spark advance self mapping on individual cylinders.
Turbo charged engines
Boost control as function of engine speed and throttle position.
Closed loop boost control.
Boost correction as function of:
1.Pressure error between actual and desired boost pressure
2.Auxiliary air pressure
3.Air temperature
Proportional and integral correction diagrams as function of
pressure error.
Programmable timed water injection as function of RPM, air
temperature and pressure.
Anti Turbo Lag system increase turbo charger response.
User-definable:
1.Engine load range for active ATL
2.Fuel injection correction during ATL
3.Maximum allowed overboost
4.Maximum allowed intercooler temperature
5.Maximum spark advance correction
6.Maximum duration of ATL period
Idle speed control
Fixed spark advance as function of water temperature
Closed loop idle speed control as function of:
1.Engine cycle number
2.Air temperature
3.Water temperature
4.Battery voltage
Proportional and integral correction diagrams as function of idle
RPM error.
PI idle speed control acting on idle air valve duty cycle and
idle spark advance
External switches
Switch 1 enables fuel and spark advance table corrections.
Switch 2 enables ignition pulse cutting; power shift function.
Switch 3 enables ATL system for turbo charged engines.
Map selector to switch between 2 different ECU maps.
Aux. outputs
Programmable gear shift light. Light is ON if RPM is below LIMIT
1; ON if RPM exceeds LIMIT 2.
Programmable variable intake length system as function of
throttle position and 3 RPM limits.
Programmable camshaft position as function of throttle position
and RPM.
CAN communication line for EFI Technology srl datalogger and PC.
Diagnostics
This ECU is equipped with a very advanced feedback diagnostic
system for all outputs. This system is capable of tracing
errors in attached sensors and fuel injectors. The related
information is registrated in the ECU and can be recalled at any
time.
Sensor and driver channel feedback for easy and precise detection
of errors or intermittent malfunctioning of an attached
component.
High or low limits set by user.
Error detecting time and depending parameters configured by the
user.
Maximum or minimum detected value in each channel is stored in
memory.
Last 16 detected errors are stored in memory.
Mapping software
Automatic mapping mode can be enabled with closed loop lambda
fuel control. When you have selected to map the
engine in automatic, closed loop mode it is possible to reduce
the actual time spent testing the engine on the engine dyno.
In this mode the selected breakpoints for engine load and engine
RPM are visualised on the PC screen displaying the fuel
injection and spark advance basic values. A cursor displays the
engines current load condition. Since the fuel injection
time will be corrected automatically according to the lambda
breakpoint table you will have to concentrate on spark
advance and eventually boost pressure adjustments. When the
optimum values have been found, press the STORE button
on the AMC. The corrections are now saved in the MT-501 ECU.
Alterations in real-time of fuel injection, sparks advance, boost
pressure, injection phase and idle speed can be
performed by use of a mapping controller.
Introduced fuel and spark advance correction can be saved:
1.In a text file in the PC for later analysis
2.Directly in the ECU memory.
PC engine data display screens are user configurable.
PC diagnostic display screens are user configurable.
Datalogging facility can be enabled during the mapping procedure.
Data channels and sampling rate are user configurable.
Password ECU protection.
Limited software versions can be supplied upon request enabling
the team to read the diagnostic circuitry and view
engine data without any download capability.
The user-friendly EFI Technology srl software makes configuration
and mapping of the MT-501 ECU quite easy. The
software is easy to understand and the system does normally not
require additional assistance from us.
A comprehensive manual is supplied with the system.
Initial training of customer staff is carried out when the system
is delivered.
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